Gas turbine engine front center body architecture

ABSTRACT

A gas turbine engine includes a central body support that provides an inner annular wall for a core flow path. The central body support includes a first mount feature. A geared architecture interconnects a spool and a fan rotatable about an axis. A flex support interconnects the geared architecture to the central body support. The flex support includes a second mount feature that cooperates with the first mount feature for transferring torque there between. A method of disassembling a front architecture of a gas turbine engine includes the steps of accessing forward-facing fasteners that secure a central body support to a flex support, wherein the flex support includes a geared architecture supported thereon, removing the fasteners, and decoupling first and second mount features respectively provided on the central body support and the flex support.

CROSS REFERENCE TO RELATED APPLICATIONS

The present disclosure is a continuation of U.S. patent application Ser.No. 13/407,916, filed on Feb. 29, 2012, which is a continuation-in-partapplication of U.S. patent application Ser. No. 13/282,919, filed 27Oct. 2011, which is a continuation-in-part application of U.S. patentapplication Ser. No. 13/087,579, filed 15 Apr. 2011, and U.S. patentapplication Ser. No. 13/275,286, filed 17 Oct. 2011, now abandoned.

BACKGROUND

The present disclosure relates to a gas turbine engine, and inparticular, to a case structure therefor.

Gas turbine engines typically include one or more rotor shafts thattransfer power and rotary motion from a turbine section to a compressorsection and fan section. The rotor shafts are supported within an enginestatic structure, which is typically constructed of modules withindividual case sections which are joined together at bolted flanges.The flanges form a joint capable of withstanding the variety of loadstransmitted through the engine static structure. An ongoing issue forgas turbine engines is the ease and speed at which certain components insuch engines can be serviced.

SUMMARY

In one exemplary embodiment, a gas turbine engine includes a centralbody support that provides an inner annular wall for a core flow path.The central body support includes a first mount feature. A gearedarchitecture interconnects a spool and a fan rotatable about an axis. Aflex support interconnects the geared architecture to the central bodysupport. The flex support includes a second mount feature thatcooperates with the first mount feature for transferring torque therebetween.

In a further embodiment of the above, the central body support includescircumferentially spaced apart vanes that radially extend between andinterconnect the inner annular wall and an outer annular wall.

In a further embodiment of the above, the first mount feature includestooth groups including multiple teeth. The tooth groups arecircumferentially spaced apart from one another with untoothed regionsarranged between the tooth groups.

In a further embodiment of the above, the vanes are circumferentiallyaligned with the untoothed regions.

In a further embodiment of the above, the second mount feature includescorresponding tooth groups configured to circumferentially align andmate with the tooth groups of the first splines, and correspondinguntoothed regions arranged between the tooth groups of the correspondingtooth groups.

In a further embodiment of the above, the central body support includesmultiple fastener bosses circumferentially spaced from one another. Thefastener bosses are aligned with the tooth groups.

In a further embodiment of the above, the untoothed region is providedby a stiffening rail protruding radially inward from a central bodysection providing the inner annular wall.

In a further embodiment of the above, the central body support includesan annular recess and an annular pocket axially spaced apart from oneanother to provide first and second lateral sides on the stiffeningrail.

In a further embodiment of the above, the tooth groups include internalteeth having roots provided at a first tooth radius and extendingradially inward to crests provided at a second tooth radius. Thestiffening rail extends radially inward to a rail radius that is lessthan the first tooth radius.

In a further embodiment of the above, the geared architecture includesan epicyclic gear train having a sun gear, a ring gear, and intermediategears arranged circumferentially about the sun gear and intermeshingwith the sun gear and the ring gear.

In a further embodiment of the above, the intermediate gears are stargears grounded to the flex support against rotation about the axis. Thesun gear is supported by the spool and the ring gear is interconnectedto the fan.

In a further embodiment of the above, the central body support includesa first inner face arranged near the first spline and the flex supportincludes a first outer face arranged in an interference fit relationshipwith the first inner face to radially locate the flex support relativeto the central body support.

In a further embodiment of the above, the central body support includesa second inner face and the flex support includes a second outer facearranged in an interference fit relationship with the second inner face.The first inner and outer faces are arranged forward of the first mountfeature and the second inner and outer faces are arranged aft of thefirst mount feature. The second outer face is positioned radially inwardrelative to the first outer face.

In a further embodiment of the above, the gas turbine engine includesfasteners securing the flex support to the central body support. Thefasteners include heads facing forward.

In a further embodiment of the above, the central body support includescircumferentially spaced fastener bosses and the flex support includes aradially outward extending fastener flange abutting the fastener bossesto axially locate the flex support relative to the central body support.

In a further embodiment of the above, the fastener flange includesapertures arranged circumferentially spaced from one another andreceiving the fasteners.

In a further embodiment of the above, the first and second mountfeatures are axially aligned with one another.

In a further embodiment of the above, the first and second mountfeatures are circumferentially adjacent to one another.

In a further embodiment of the above, the first mount feature isarranged radially outward of the second mount feature.

In another exemplary embodiment, a method of disassembling a frontarchitecture of a gas turbine engine includes the steps of accessingforward-facing fasteners that secure a central body support to a flexsupport, wherein the flex support includes a geared architecturesupported thereon, removing the fasteners, and decoupling first andsecond mount features respectively provided on the central body supportand the flex support.

In a further embodiment of the above, the accessing step includes thestep of detaching a fan module from a fan shaft bearing support, withthe fan shaft bearing support remaining secured to the central bodysupport.

In a further embodiment of the above, the accessing step includes thestep of detaching the fan shaft bearing support from the central supportbody without removing the geared architecture.

In a further embodiment of the above, the decoupling step includesremoving a geared architecture module that includes the gearedarchitecture and the flex support. The decoupling step leavesundisturbed a bearing that supports a front of a spool operativelyconnectable with the geared architecture.

In a further embodiment of the above, the first and second mountfeatures are axially aligned with one another during the accessing step.

In a further embodiment of the above, the first and second mountfeatures are circumferentially adjacent to one another during theaccessing step.

In a further embodiment of the above, the first mount feature isarranged radially outward of the second mount feature during theaccessing step.

BRIEF DESCRIPTION OF THE DRAWINGS

Various features will become apparent to those skilled in the art fromthe following detailed description of the disclosed non-limitingembodiment. The drawings that accompany the detailed description can bebriefly described as follows:

FIG. 1 is a schematic cross-section of an embodiment of a gas turbineengine;

FIG. 2 is an enlarged cross-section of a front center body assemblyportion of the gas turbine engine embodiment shown in FIG. 1 s;

FIG. 3 is an enlarged cross-section of the geared architecture of thegas turbine engine embodiment shown in FIG. 1;

FIG. 4 is an exploded perspective view of the front center body assemblyof the turbine engine embodiment shown in FIG. 1;

FIG. 5 is an enlarged perspective partial cross-section of a frontcenter body support of the front center body assembly of the turbineengine embodiment shown in FIG. 1;

FIG. 6 is an enlarged sectional view of the front center body support ofthe turbine engine embodiment shown in FIG. 1;

FIG. 6A is a perspective view of the center body support of the turbineengine embodiment shown in FIG. 1;

FIG. 6B is an end view of the center body support of the turbine engineembodiment shown in FIG. 1;

FIG. 7 is an exploded view of the front center body support of theturbine engine embodiment shown in FIG. 1; and

FIG. 8 is a schematic view of an embodiment of a forward gearbox removalfrom a gas turbine engine.

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The gasturbine engine 20 is disclosed herein as a two-spool turbofan thatgenerally incorporates a fan section 22, a compressor section 24, acombustor section 26 and a turbine section 28. Alternative engines mightinclude an augmentor section (not shown) among other systems orfeatures. The fan section 22 drives air along a bypass flowpath B whilethe compressor section 24 drives air along a core flowpath C forcompression and communication into the combustor section 26 thenexpansion through the turbine section 28. Although depicted as aturbofan gas turbine engine in the disclosed non-limiting embodiment, itshould be understood that the concepts described herein are not limitedto use with turbofans as the teachings may be applied to other types ofturbine engines including three-spool architectures.

The engine 20 generally includes a low speed spool 30 and a high speedspool 32 mounted for rotation about an engine central longitudinal axisA relative to an engine static structure 36 via several bearing systems38. The low speed spool 30 generally includes an inner shaft 40 thatinterconnects a fan 42, a low pressure (or first) compressor section 44and a low pressure (or first) turbine section 46. The inner shaft 40 isconnected to the fan 42 through a geared architecture 48 to drive thefan 42 at a lower speed than the low speed spool 30. A #2 bearingsupport 38A located within the compressor section 24 supports a forwardend of the inner shaft 40. It should be understood that various bearingsystems 38 at various locations may alternatively or additionally beprovided.

The high speed spool 32 includes an outer shaft 50 that interconnects ahigh pressure (or first) compressor section 52 and high pressure (orfirst) turbine section 54. A combustor 56 is arranged between the highpressure compressor 52 and the high pressure turbine 54. As used herein,a “high pressure” compressor or turbine experiences a higher pressurethan a corresponding “low pressure” compressor or turbine.

The core airflow C is compressed by the low pressure compressor 44 thenthe high pressure compressor 52, mixed and burned with fuel in thecombustor 56, then expanded over the high pressure turbine 54 and lowpressure turbine 46. The turbines 46, 54 rotationally drive therespective low speed spool 30 and high speed spool 32 in response to theexpansion.

The engine 20 in one example is a high-bypass geared aircraft engine. Ina further example, the engine 20 bypass ratio is greater than about six(6), with an example embodiment being greater than ten (10), the gearedarchitecture 48 is an epicyclic gear train, such as a planetary gearsystem or other gear system, with a gear reduction ratio of greater thanabout 2.3 and the low pressure turbine 46 has a pressure ratio that isgreater than about 5. In one example, the geared architecture 48includes a sun gear, a ring gear, and intermediate gears arrangedcircumferentially about the sun gear and intermeshing with the sun gearand the ring gear. The intermediate gears are star gears grounded to aflex support 68 (shown in FIG. 6) against rotation about the axis A. Thesun gear is supported by the low speed spool 30, and the ring gear isinterconnected to the fan 42.

In one disclosed embodiment, the engine 20 bypass ratio is greater thanabout ten (10:1), the fan diameter is significantly larger than that ofthe low pressure compressor 44, and the low pressure turbine 46 has apressure ratio that is greater than about 5:1. Low pressure turbine 46pressure ratio is pressure measured prior to inlet of low pressureturbine 46 as related to the pressure at the outlet of the low pressureturbine 46 prior to an exhaust nozzle. The geared architecture 48 may bean epicycle gear train, such as a planetary gear system or other gearsystem, with a gear reduction ratio of greater than about 2.5:1. Itshould be understood, however, that the above parameters are onlyexemplary of one embodiment of a geared architecture engine and that thepresent invention is applicable to other gas turbine engines includingdirect drive turbofans.

A significant amount of thrust is provided by a bypass flow B due to thehigh bypass ratio. The fan section 22 of the engine 20 is designed for aparticular flight condition—typically cruise at about 0.8 Mach and about35,000 feet. The flight condition of 0.8 Mach and 35,000 ft, with theengine at its best fuel consumption—also known as “bucket cruise ThrustSpecific Fuel Consumption (‘TSFC’)”—is the industry standard parameterof lbm of fuel being burned divided by lbf of thrust the engine producesat that minimum point. “Low fan pressure ratio” is the pressure ratioacross the fan blade alone, without a Fan Exit Guide Vane (“FEGV”)system. The low fan pressure ratio as disclosed herein according to onenon-limiting embodiment is less than about 1.45. “Low corrected fan tipspeed” is the actual fan tip speed in ft/sec divided by an industrystandard temperature correction of [(Tram ° R)/(518.7° R)]^(0.5). The“Low corrected fan tip speed” as disclosed herein according to onenon-limiting embodiment is less than about 1150 ft/second. The aboveparameters for the engine 20 are intended to be exemplary.

With reference to FIG. 2, the engine static structure 36 proximate thecompressor section 24 includes a front center body assembly 60 adjacentto the #2 bearing support 38A. The front center body assembly 60generally includes a front center body support 62. The #2 bearingsupport 38A generally includes a seal package 64, a bearing package 66and a centering spring 70.

With reference to FIGS. 2 and 3, a flex support 68 provides a flexibleattachment of the geared architecture 48 within the front center bodysupport 62 (also illustrated in FIG. 4). The flex support 68 reacts thetorsional loads from the geared architecture 48 and facilitatesvibration absorption as well as other support functions. The centeringspring 70 is a generally cylindrical cage-like structural component witha multiple of beams that extend between flange end structures (alsoillustrated in FIG. 4). The centering spring 70 resiliently positionsthe bearing package 66 with respect to the low spool 30. In oneembodiment, the beams are double-tapered beams arrayed circumferentiallyto control a radial spring rate that may be selected based on aplurality of considerations including, but not limited to, bearingloading, bearing life, rotor dynamics, and rotor deflectionconsiderations.

The front center body support 62 includes a front center body section 72and a bearing section 74 defined about axis A with a frustro-conicalinterface section 76 therebetween (FIG. 5). The front center bodysection 72 at least partially defines the core flowpath into the lowpressure compressor 44. The front center body section 72 includes anannular core passage with circumferentially arranged front center bodyvanes 71 having leading and trailing edges 72A, 72B shown in section inFIG. 3. The bearing section 74 is defined radially inward of the frontcenter body section 72. The bearing section 74 locates the bearingpackage 66 and the seal package 64 with respect to the low spool 30. Thefrustro-conical interface section 76 combines the front center bodysection 72 and the bearing section 74 to form a unified load path,substantially free of kinks typical of a conventional flange joint, fromthe bearing package 66 to the outer periphery of the engine staticstructure 36. The frustro-conical interface section 76 may include aweld W (FIG. 5) or, alternatively, be an integral section such that thefront center body support 62 is a unitary component.

The integral, flange-less arrangement of the frustro-conical interfacesection 76 facilitates a light weight, reduced part count architecturewith an increased ability to tune the overall stiffness and achieverotor dynamic requirements. Such an architecture also further integratesfunctions such as oil and air delivery within the bearing compartmentwhich surrounds bearing package 66.

With reference to FIG. 6, the front center body support 62 includesmount features to receive the flex support 68. The flex support 68includes a conical support 158 that supports an integral flex member160, which provides a fold for absorbing vibrations. In one disclosednon-limiting embodiment, the mount features of the front center bodysupport 62 includes first splines 78, which are internal in the example,and radially inward directed fastener bosses 80 on the front center bodysection 72. The flex support 68 includes corresponding second splines82, which are external in the example, and radially outwardly directedfastener flange 84. The flex support 68 is received into the frontcenter body support 62 at a splined interface 86 formed by first andsecond splines 78, 82 and retained therein such that fastener flange 84abuts fastener bosses 80. The splined interface 86 transfers torquebetween the first and second splines 78, 82. A set of fasteners 88, suchas bolts, are threaded into the fastener bosses 80 and the fastenerflange 84 to mount the flex support 68 within the front center bodysupport 62. The fasteners 88 include heads 89 facing forward for accessfrom the front of the engine 20.

Referring to FIGS. 5-6A, the central body support 62 provides an innerannular wall 128 for the core airflow C. The vanes 71 interconnect theinner annular wall 128 to an outer annular wall 129 to provide a unitarystructure. The first splines 78 include tooth groups 146 includingmultiple teeth. The tooth groups 146 are circumferentially spaced apartfrom one another with untoothed regions arranged between the toothgroups 146. The vanes 71 are circumferentially aligned with an untoothedregion to structurally reinforce the interface between the first andsecond splines 78, 82. The second splines 82 include corresponding toothgroups that are configured to circumferentially align and mate with thetooth groups 146 of the first splines 78. Corresponding untoothedregions are arranged between the tooth groups of the second splines 82.

In the example, the fastener bosses 80 are arranged in clusterscircumferentially spaced from one another, as shown in FIG. 6A. Thefastener bosses 80 are aligned with the tooth groups 146. However, itshould be understood that the fastener bosses 80 may be arranged inother configurations. The fastener flange 84 extends radially outwardfrom an annular flange 127 that axially extends from the second splines82. The fastener flange 84 includes an aft surface 142 that abuts a face144 of the fastener bosses 80 to axially locate the flex support 68relative to the central body support 62. The fastener flange 84 includesapertures 132 that are arranged in clusters circumferentially spacedfrom one another and receive the fasteners 88, which are secured inholes 130 of the fastener bosses 80. The fastener flange 84 may includeinterruptions or recesses that permit componentry to pass through theflex support 68 at the perimeter of the fasteners flange 84.

The untoothed region is provided by a stiffening rail 148 protrudingradially inward from the central body section 72 that provides the innerannular wall 128. The central body support 62 includes an annular recess150 and an annular pocket 152 that are axially spaced apart from oneanother to provide first and second lateral sides 154, 156 on thestiffening rail 148. The teeth of the tooth groups 146 include rootsprovided at a first tooth radius T1 and extend radially inward to crestsprovided at a second tooth radius T2. As shown in FIG. 6B, thestiffening rail 148 extends radially inward to a rail radius R that isless than the first tooth radius T1, and in one example, equal to thesecond tooth radius T2. The stiffening rail 148 and its circumferentialalignment with the vanes 71 ensures improved cylindricity of the centralbody section 72 during engine operation.

The central body support 62 includes a first inner face 134 arrangednear the first spline 78 and is provided by the annular recess 150. Theflex support 68 includes a first outer face 138 arranged in aninterference fit relationship at room temperature with the first innerface 134 to radially locate the flex support 68 relative to the centralbody support 62. A second inner face 136 is provided on the central bodysupport 62, and the flex support 68 includes a second outer face 140arranged in an interference fit relationship at room temperature withthe second inner face 136. The first inner and outer faces 134, 138 arearranged forward of the first spline 78, and the second inner and outerfaces 136, 140 are arranged aft of the first spline 78. The second outerface 140 is smaller than the first outer face 138 to facilitate assemblyand disassembly of the flex support 68 from the front of the engine 20.

With reference to FIG. 7, the heads 89 of the fasteners 88 are directedforward to provide access from a forward section of the front centerbody assembly 60 opposite the bearing package 66 of the number twobearing system 38A. The fasteners 88 are thereby readily removed toaccess a gearbox 90 of the geared architecture 48.

A fan shaft bearing support front wall 102 aft of the fan 42 is mountedto a forward section of the front center body support 62 to provideaccess to the geared architecture 48 from the front of the engine 20.The front wall 102 includes a flange 103 mountable to the front centerbody support 62 at the flange 61 by a multiple of fasteners 105, whichfasteners 105 may in one non-limiting embodiment be bolts. The frontwall 102 and the front center body support 62 define a bearingcompartment 100 (also shown in FIG. 2) which mounts to the bearingpackage 66. The front wall 102 is removable such that the gearbox 90 maybe accessed as a module. The gearbox 90 may thereby be accessed tofacilitate rapid on-wing service.

It should be appreciated that various bearing structures 104(illustrated schematically and in FIG. 2) and seals 106 (illustratedschematically and in FIG. 2) may be supported by the front wall 102 tocontain oil and support rotation of an output shaft 108. The outputshaft 108 connects with the geared architecture 48 to drive the fan 42.Fan blades 42B extend from a fan hub 110 which are mounted to the outputshaft 108 for rotation therewith. It should be appreciated that thebearing structures 104 and seals 106 may, in the disclosed non-limitingembodiment may be disassembled with the front wall 102 as a unit afterremoval of the fan hub 110.

The gearbox 90 is driven by the low spool 30 (FIG. 1) through a couplingshaft 112. The coupling shaft 112 transfers torque through the bearingpackage 66 to the gearbox 90 as well as facilitates the segregation ofvibrations and other transients. The coupling shaft 112 generallyincludes a forward coupling shaft section 114 and an aft coupling shaftsection 116 which extends from the bearing package 66, however, more orfewer pieces may be used to provide the coupling shaft 112. The forwardcoupling shaft section 114 includes an interface spline 118 which mateswith an aft spline 120 of the aft coupling shaft section 116. Aninterface spline 122 of the aft coupling shaft section 116 connects thecoupling shaft 112 to the low spool 30 through, in this non limitingembodiment, splined engagement with a spline 124 on a low pressurecompressor hub 126 of the low pressure compressor 44.

As a high level summary, the front architecture of the engine 20 isdisassembled by detaching the fan module from a fan shaft bearingsupport. The fan shaft bearing support (front wall 102) remains securedto the central body support 62 over the gear box 90. The fan shaftbearing support (front wall 102) is detached from the central supportbody 62 without removing the gear box 90. The forward-facing fasteners88 are accessed and removed. The first and second splines 78, 82 aredecoupled, and the gear box 90 is removed with the fan shaft bearingsupport (front wall 102) and the flex support 68. The bearing 38A isleft undisturbed.

To remove and isolate the gearbox 90, the fan hub 110 is disassembledfrom the output shaft 108. The multiple of fasteners 105 are thenremoved such that the front wall 102 is disconnected from the frontcenter body support 62; the front wall 102 is thereafter removed fromthe engine. The multiple of fasteners 88 are then removed from the frontof the engine 20. The geared architecture 48 is then slid forward out ofthe front center body support 62 such that the interface spline 118 isslid off the aft spline 120 and the outer spline 82 is slid off theinternal spline 78. The geared architecture 48 is thereby removable fromthe engine 20 as a module (FIG. 8; illustrated schematically). It shouldbe appreciated that other componentry may need to be disassembled toremove the geared architecture 48 from the engine 20, however, suchdisassembly is relatively minor and need not be discussed in detail. Itshould be further appreciated that other components such as the bearingpackage 66 and seal 64 are also now readily accessible from the front ofthe engine 20.

Removal of the gearbox 90 from the front of the engine 20 as disclosedsaves significant time and expense. The geared architecture 48, isremovable from the engine 20 as a module and does not need to be furtherdisassembled. Moreover, although the geared architecture 48 must beremoved from the engine to gain access to the bearing package 66 and theseal 64, the geared architecture 48 does not need to be removed from theengine 20 to gain access to the engine core itself.

It should be understood that like reference numerals identifycorresponding or similar elements throughout the several drawings. Itshould also be understood that although a particular componentarrangement is disclosed in the illustrated embodiment, otherarrangements will benefit herefrom.

Although particular step sequences are shown, described, and claimed, itshould be understood that steps may be performed in any order, separatedor combined unless otherwise indicated and will still benefit from thepresent invention.

Although the different examples have specific components shown in theillustrations, embodiments of this invention are not limited to thoseparticular combinations. It is possible to use some of the components orfeatures from one of the examples in combination with features orcomponents from another one of the examples.

The foregoing description is exemplary rather than defined by thelimitations within. Various non-limiting embodiments are disclosedherein, however, one of ordinary skill in the art would recognize thatvarious modifications and variations in light of the above teachingswill fall within the scope of the appended claims. It is therefore to beunderstood that within the scope of the appended claims, the inventionmay be practiced other than as specifically described. For that reasonthe appended claims should be studied to determine true scope andcontent.

What is claimed:
 1. A gas turbine engine comprising: a central bodysupport providing an inner annular wall for a core flow path, thecentral body support including a first mount feature; a gearedarchitecture interconnecting a spool and a fan rotatable about an axis;and a flex support interconnecting the geared architecture to thecentral body support, the flex support including a second mount featurethat cooperates with the first mount feature for transferring torquethere between.
 2. The gas turbine engine according to claim 1, whereinthe central body support includes circumferentially spaced apart vanesradially extending between and interconnecting the inner annular walland an outer annular wall.
 3. The gas turbine engine according to claim2, wherein the first mount feature includes tooth groups includingmultiple teeth, the tooth groups circumferentially spaced apart from oneanother with untoothed regions arranged between the tooth groups.
 4. Thegas turbine engine according to claim 3, wherein the vanes arecircumferentially aligned with the untoothed regions.
 5. The gas turbineengine according to claim 3, wherein the second mount feature includescorresponding tooth groups configured to circumferentially align andmate with the tooth groups of the first splines, and correspondinguntoothed regions arranged between the tooth groups of the correspondingtooth groups.
 6. The gas turbine engine according to claim 3, whereinthe central body support includes multiple fastener bossescircumferentially spaced from one another, the fastener bosses alignedwith the tooth groups.
 7. The gas turbine engine according to claim 3,wherein the untoothed region is provided by a stiffening rail protrudingradially inward from a central body section providing the inner annularwall.
 8. The gas turbine engine according to claim 7, wherein thecentral body support includes an annular recess and an annular pocketaxially spaced apart from one another to provide first and secondlateral sides on the stiffening rail.
 9. The gas turbine engineaccording to claim 7, wherein the tooth groups include internal teethhaving roots provided at a first tooth radius and extending radiallyinward to crests provided at a second tooth radius, the stiffening railextending radially inward to a rail radius that is less than the firsttooth radius.
 10. The gas turbine engine according to claim 1, whereinthe geared architecture includes an epicyclic gear train having a sungear, a ring gear, and intermediate gears arranged circumferentiallyabout the sun gear and intermeshing with the sun gear and the ring gear.11. The gas turbine engine according to claim 10, wherein theintermediate gears are star gears grounded to the flex support againstrotation about the axis, the sun gear is supported by the spool, and thering gear is interconnected to the fan.
 12. The gas turbine engineaccording to claim 1, wherein the central body support includes a firstinner face arranged near the first spline, and the flex support includesa first outer face arranged in an interference fit relationship with thefirst inner face to radially locate the flex support relative to thecentral body support.
 13. The gas turbine engine according to claim 12,wherein the central body support includes a second inner face, and theflex support includes a second outer face arranged in an interferencefit relationship with the second inner face, the first inner and outerfaces arranged forward of the first mount feature and the second innerand outer faces arranged aft of the first mount feature, the secondouter face being positioned radially inward relative to the first outerface.
 14. The gas turbine engine according to claim 1, comprisingfasteners securing the flex support to the central body support, thefasteners including heads facing forward.
 15. The gas turbine engineaccording to claim 14, wherein the central body support includescircumferentially spaced fastener bosses, and the flex support includesa radially outward extending fastener flange abutting the fastenerbosses to axially locate the flex support relative to the central bodysupport.
 16. The gas turbine engine according to claim 15, wherein thefastener flange includes apertures arranged circumferentially spacedfrom one another and receiving the fasteners.
 17. The gas turbine engineaccording to claim 1, wherein the first and second mount features areaxially aligned with one another.
 18. The gas turbine engine accordingto claim 17, wherein the first and second mount features arecircumferentially adjacent to one another.
 19. The gas turbine engineaccording to claim 17, wherein the first mount feature is arrangedradially outward of the second mount feature.
 20. A method ofdisassembling a front architecture of a gas turbine engine, comprisingthe steps of: accessing forward-facing fasteners that secure a centralbody support to a flex support, wherein the flex support includes ageared architecture supported thereon; removing the fasteners; anddecoupling first and second mount features respectively provided on thecentral body support and the flex support.
 21. The method according toclaim 20, wherein the accessing step includes the step of detaching afan module from a fan shaft bearing support, with the fan shaft bearingsupport remaining secured to the central body support.
 22. The methodaccording to claim 21, wherein the accessing step includes the step ofdetaching the fan shaft bearing support from the central support bodywithout removing the geared architecture.
 23. The method according toclaim 22, wherein the decoupling step includes removing a gearedarchitecture module that includes the geared architecture and the flexsupport, wherein the decoupling step leaves undisturbed a bearingsupporting a front of a spool operatively connectable with the gearedarchitecture.
 24. The method according to claim 20, wherein the firstand second mount features are axially aligned with one another duringthe accessing step.
 25. The method according to claim 24, wherein thefirst and second mount features are circumferentially adjacent to oneanother during the accessing step.
 26. The method according to claim 24,wherein the first mount feature is arranged radially outward of thesecond mount feature during the accessing step.